Car heat



2 Sheets-Shet 1. .0. BAKER;

GAR HEATER.

no Model.)

N0.'244,5 ZZ.

Patented July 19, 1881.

(NoModeL) 2 Sheets-Sheet 2.

. G. BAKER.

GAR HEATER.

No. 244,522. Patented July 19, 1881.

I Ix- N. PETERS. nnwuqho nmr. Wuhington. n1:

UNITED STATES PATENT, Onricn.

WILLIAM G. BAKER, on NEW YORK, n. Y.

CAR-HEATER.

SPECIFICATION forming part of Letters- Patent No. 244,522, dated July 19, 1881.

Application filed April 20, 1881.

To all whom it may concern:

Be it known that I, WILLIAM G. BAKER, of the city andState of New York, have invented an Improvement in Railway-(Jar Heaters, of which the following is a specification.

Car-heaters heretofore made are liable to warm some portion of the car more than the other portions. This is objectionable. In some instances the stove has been hung beneath the middle of the car and the heated air passed up into the car through flues. In this kind of heater the gases are very liable to penetrate into the car and the stove is liable to set the car on fire. Hot water has been employed by me for heating cars; but it required salt in solution or other material, to prevent freezing.

My present invention is for heating railwaycars with steam and for supporting the heater beneath the cars in such a manner that the water intervenes between the fire and the bottom of the car, and for preventing the injuri ous effects of frost, and-for supplying an extra heating-surface near the four angles of the car or otherportions requiring extra heat, and

for preventing the waste of water from escaping steam, and for insuring a uniform fire that is proportioned to the atmospheric temperature.

In the drawings, Figure 1 is a vertical section of the'heating apparatus transversely of the car. Fig. 2' is an elevation of the same and section of part of the car in smaller size.

The boiler that is used for supplying steam is made in the form of an inverted conoid, so thatthe water may freeze therein if the fire is allowed to go out without the expansion of the ice injuring saidiboiler, because the ice will simply slide up the inclined or conical sides and detach itself from the metal without the possibility of injury to the boiler; and I heat the car by steam-pipes that are at an inclinationtoward the boiler. Hence the water of condensation will, always flow back into the boiler, and the steam will keep the parts of the pipes warm in'which there is any water of condensation, and this will continue as the cooling operation goes on until the boiler alone remains warm. Hence when the temperature is p'aratus will be injured. The inverted conoidal (No model.)

bottom a of the boiler is of wrought-iron, and the top I) is convex, the parts being united by rivets around the edges, as at c.

The case 01, forming a fire-pot, is preferably made of cast-iron. S0 is also the ash-pit d, which is bolted on below the case (I so that in case of the car running off the track, the ashpit and grate may be broken away from the fire-pot and boiler and lessen the risk of fire. This fire-pot and ash-pitcan be easily replaced when broken or worn out without disturbing the boiler.

The bolts 6 e, which are employed to sustain the fire-pot, pass through ears at the bottom, and their upper ends enter the timbers of the It is preferable to surround this fire-pot with mineral wool or other non-conductin g fireproof material within a casing, f.

The grate 9 may be of any suitable character. I prefer acircular grate that maybe acted upon by a rattler inserted'into the ash-pit when the draft-door 7c is open. This draft-door it closes tightly against the inclined faces of the passage-way into the ash-pit, and when it is shut the fire will burn slowly, and the reverse when open. The draft-dooris to be larger than the passage-way, so that wind cannot blow into the ash-pit when the door is partially open. This also prevents a suction action in the ash-pit when the car is moving with the draft-door to the rear,

The products of combustion pass off from the fire-chamber through lateral ascending flues l and vertical fines m. It is preferable to use flue-pipes that are oblong in section and covered with mineral wool or similar fire-proof material, and to pass these lines vertically and close to the sides of the car, and inside such car, and to cover them with a suitable ornamental casiu g. At the upper end there should be a cap or wind-guard. Two flues are preferably provided, one at each side of the car, to promote uniformity in the combustion "u the fire-pot, and so that each flue may be sm, 1' and less noticeable, and the radiation Will e uniform on the insides of the car, and the appearance will be the same, and the heat economized; but one flue only may be used, if desired.

The fuel isintroduced through the inclined :hoppersn n, that are provided with doors that close tightly, and the inclination should be such that the coal will shake down by the mo tion of the cars into the fire-chamber and constantly supply the fire as the coal is consumed. These doors at the outer ends of the chutes may be held by a latch when closed, or they may be provided with a lever-crank or chaineonnection, by which they can be opened or closed from the inside of the car when the train is in motion, to admit air above the fire and regulate the intensity of the same.

There is upon the boiler a case, 0, holding a steel or otherflexible diaphragm, against which the steam-pressure acts, and the lever 12 is pivoted at 3, and its other end is connected by a chain or rod to the draft-door This diaphragm and case are of ordinary construction,

and the weight of the door is sustained by an adjustable spring, 8; hence the door will be open to admit the draft to the fire, except when i the pressure exceeds the maximum pressure, when the diaphragm and lever will close the door. This spring 8 is to be adjusted by the attendant according to the atmospheric temperature. In very cold weather the draft-door can be adjusted so as not to close untila high pressure is attained in the boiler and'in the radiators connected therewith, and in warmer weather the draft should be closed with a light pressure of steam.

This heating apparatus is adapted to be selfregulating and to require attention but sel dom; hence it is adapted to express-trains running long distances with few stoppages, as it is best for the attendant to supply fuel and attend to the ashes when at the stopping-places.

Provision, however, might be made for controlling the fire from within the car.

In order to supply water to the boiler, I

make use of the supply-pipe q, that is at the. water-level and is provided with a screw-cap,- at the outer end. When this cap is removed. water maybe supplied through amovable funnel and lateral spout, and surplus water will run out at the end of the same tube, so that too much cannot be introduced.

The radiators within the car may be of suitable character. I, however, employ rising. branch pipes t from the central connection to the boiler, and from these pipes if there are vertical pipes i to the radiator-tubes u, that run along the cars close to the floor and at each side. The ends of the pipes are, however, to be tions of the car as may be desired, andin .portions where but little heat is required mineral wool or other non-conduotin g material maybe used in place of sand. At the ends of the radiator-pipes the casin g o is discontinued, and

the steam-pipe is increased in size, as at w, so a that there will be an increase of heat from the radiating-surface at the end portions of the car, which will prevent the difficulty heretofore arising in heating these portions of the car and utilize the space thatis now generally unoccupied. By this means the corners of the cars or any other desired portion may receive whatever proportion of heat is desired.

Air-valves of any approved construction are to be provided on the radiator-pipes at the ends of the cars. Any portions of the steam.- pipes that are below the car-floor should be incased in mineral wool or other non-conducting material. With sleeping-cars it is not desirable to have much heat beneath the berths. By my improvement the sand-envelopes around the steam-pipes will materially lessen the heat, especially when the pressure is allowed to run down at night, and the exposed radiatingsnrfaces at the ends of the car, or wherever they may be placed, will warm up the air in the car to the desired extent.

The vertical fiues may be: either wholly or partially outside or inside the car,or they may pass up between the upright timbers of .the

framing, and the parts of the caradjacent: tov

the fines may be of metal, or these metal parts may form the fines.

The drawings represent the conoidal boiler with sides that are at an inclination of about ninety degrees to each other. This will insure the separation of the ice from the metal and cause the ice to rise as it expands withoutinjuring the boiler; but..it is to be understood that I am not limited to the angle represented or to any particular curvature given to the bottom of the boiler, so long as the breadthis sufliciently great in proportion to the depth to prevent injury by frost.

I have spoken of the, boiler. as, colloidal. This term is tobe understood. as referringto the boiler having a sectional form. substantially such as shown, in which the lower part of the boiler approximates an inverted cone, the sides beinginclinedto each other and the parts more or less rounding, audit is necessary that the inclination of the sides to each be more than fifteen degrees, to. preventthe risk ofinjnry by frost.

I am aware that. kettles and various heating vessels have beenmade with a ,roundingbottom, but the same were not adapted. to, the steam-heating pipes in a railway-car.

Iam also aware that heaters have been placed below the floor of the car, and that waterhas V beencirculatedthrough some of said heaters,

but no provisionwas made for. preventing ,injury from freezing.

I claimas my invention- 1. In a steam1heatingapparatus for railwaycars, a boiler having a conoidal. bottom, sub stantially asfdescribed, sufficiently broad in proportion to, depth to prevent inj cry from the water if it freezes, in combination with steam radiating pipes arranged for. the water ofcondensation to run back to theboiler, substani.

tially as set forth.

2. In a steam-heating apparatus for railwaycars, a conoidal boiler, as described, and a firepot below the floor of the car,'in combination with steam-radiating pipes within the car,

5 placed at an inclination, so that the water of condensation runs back to the boiler, substantially as set forth.

3. The combination, in a steam-heating apparatus for cars, of a conoidal boiler, a fire- IO pot below the same, a flue passing off from the fire-pot, an inclined feeding-chute, adraft-door, and a diaphragm and lever to regulate the draft, substantially as set forth.

4. The combination, with the steam-generating boiler, as described, and furnace suspended below the car, of steam-radiatin g pipes placed at an inclination Within the car, and a case surrounding a portion of the radiatingpipes, leaving such pipes exposed where the 20 greatest heat is required, as set forth.

5. The combination ,in a car-heater, of steampipes that are cased or inclosed in those portions of the car requiringlittle heat, and steampipes that present an enlarged area, and are not covered or cased in the portions of the car 2 5 requiring greater heat, substantiallyas specified.

6. The combination, with the car-heating furnace suspended below the car, of an inclined feeding-chute and a door at the outer 0 end for supplying fuel to the fire, and an inclined smoke-flue adjacent to the inclined feeding-chute, substantially as specified.

Signed by me this 12th day of April, A. D. 1881.

W. O. BAKER.

Witnesses WILLIAM G. MOTT, GEO. T. PINCKNEY. 

